Although our test car came without the optional Sport Chrono pack, it still accelerated from 0-60mph in four seconds dead. This makes it, with one possible exception, the fastest-accelerating saloon in its class, eclipsing the Jaguar XFR, BMW M5 and Audi RS6. On paper, Cadillac’s CTS-V will go faster still, but with only the rear wheels driven this will be surface dependent.
Drive a Panamera Turbo and you will not want for extra performance; the 516lb ft of torque is sustained from 2250-4500rpm. With such flexibility from the engine, we question the need for seven ratios, other than for the obvious economy benefits of the very tall top gear.
While PDK continues to impress with its smooth shifts and well judged mapping, the illogically placed and oriented steering wheel buttons still grate. And for low-speed manoeuvring PDK can’t match the silky step-off of a conventional torque converter automatic, occasionally feeling clunky. Furthermore, while the Auto Stop Start function undoubtedly boosts fuel economy, we found it frustrating to use.
The Panamera feels a lot smaller and more nimble than its size suggests. Mostly this is down to the steering, which, if not identical to that of Porsche’s sports cars, shares some of the same characteristics
Although the suspension has a broad range of adjustment, the one thing that never changes, regardless of setting, is that a PDCC-equipped Panamera corners with almost zero body roll. It works, making the Panamera feel agile and secure.
Driven at medium speeds, it feels endlessly capable but doesn’t provide quite the same fluidity or thrills you get with a 911, or an XFR. What will be of concern is that the Panamera does not ride especially well. There is a wide range of adjustment, and in its softer mode it is certainly supple enough to deal with bigger bumps, and it is perfectly comfortable for high-speed cruising. But over short, sharp intrusions it can feel clumsy and unsettled.
